ModelCouse1 06 1

Course outline - minimum requirement for the training of masters and officerson liquefied gas tankersCourse timetable Specialized Training for Liquefied Gas Tankers - Introduction 4 Rule

Specialized Training

for Liquefied Gas Tankers

First published in 1991by the

INTERNATIONAL MARITIME ORGANIZATION

4 Albert Embankment, London SE1 7SR

Revised edition 1999 Printed in the United Kingdom

by CPC The Printers, Portsmouth

IMO wishes to express its sincere appreciation to the

Norwegian Maritime Directorate for its valuable

assistance and co-operation.

Grateful acknowledgement is made for the use of material and diagrams from:

Liquefied Gas Handling Principles on Ships and in Terminals

SIGTTO, Witherby Marine Publishing, London

Tanker Safety Guide (Liquefied Gas), International Chamber of Shipping

Witherby & Co Ltd., London

Gas Carriers, R Ffooks, Fairplay Publications Ltd., London

Anderson Greenwood and Co., Bellanix, Texas Moss Rosenberg, Moss Verft, Moss, Norway

Kvaerner, Oslo

Copyright ©IMO 1999

Course outline - minimum requirement for the training of masters and officers

on liquefied gas tankersCourse timetable

Specialized Training for Liquefied Gas Tankers - Introduction

4 Rules and Regulations

5 Ship Design and Cargo Containment

6 Cargo Handling Systems

7 Safety

8 Cargo Handling Operations

9 Ship/Shore Interface

10 Emergency Operations

Since its inception the International Maritime Organization has recognized the importance 01

human resources to the development of the maritime industry and has given the highestpriority to assisting developing countries in enhancing their maritime training capabilitiesthrough the provision or improvement of maritime training facilities at national and regionallevels IMO has also responded to the needs of developing countries for postgraduate trainingfor senior personnel in administration, ports, shipping companies and maritime traininginstitutes by establishing the World Maritime University in Malmo, Sweden, in 1983

Following the earlier adoption of the International Convention on Standards of Training,Certification and Watchkeeping for Seafarers, 1978, a number of IMO Member Governmentshad suggested that IMO should develop model training courses to assist in the implementation

of the Convention and in achieving a more rapid transfer of information and skills regardingnew developments in maritime technology IMO training advisers and consultants alsosubsequently determined from their visits to training establishments in developing countriesthat the provision of model courses could help instructors improve the quality of their existingcourses and enhance their effectiveness in meeting the requirements of the Convention andimplementing the associated Conference and IMO Assembly resolutions

In addition, it was appreciated that a comprehensive set of short model courses in variousfields of maritime training would supplement the instruction provided by maritime academiesand allow administrators and technical specialists already employed in maritimeadministrations, ports and shipping companies to improve their knowledge and skills in certainspecialized fields IMO has therefore developed the current series of model courses inresponse to these generally identified needs and with the generous assistance of Norway.These model courses may be used by any training institution and the Organization is prepared

to assist developing countries in implementing any course when the requisite financing isavailable

W A O'NEIL

Secretary-General

• Purpose of the model courses

The purpose of the IMO model courses is to assist maritime training institutes and theirteaching staff in organizing and introducing new training courses, or in enhancing, updating

or supplementing existing training material where the quality and effectiveness of the trainingcourses may thereby be improved

It is not the intention of the model course programme to present instructors with a rigid''teaching package" which they are expected to "follow blindly" Nor is it the intention tosubstitute audio-visual or "programmed" material forthe instructor's presence As in all trainingendeavours, the knowledge, skills and dedication of the instructors are the key components

in the transfer of knowledge and skills to those being trained through IMO model coursematerial

Because education systems and the cultural backgrounds of trainees in maritime subjects varyconsiderably from country to country, the model course material has been designed to identifythe basic entry requirements and trainee target group for each course in universally applicableterms, and to specify clearly the technical content and levels of knowledge and skill necessary

to meet the technical intent of IMO conventions and related recommendations

This is the first major revision to this Model Course In order to keep the training programme

up to date in future, it is essential that users provide feedback New information will providebetter training in safety at sea and protection of the marine environment Information,comments and suggestions should be sent to the Head of the STCW and Human ElementSection at IMO, London

• Use of the model course

To use the model course the instructor should review the course plan and detailed syllabus,taking into account the information provided under the entry standards specified in the courseframework The actual level of knowledge and skills and the prior technical education of thetrainees should be kept in mind during this review, and any areas within the detailed syllabuswhich may cause difficulties because of differences between the actual trainee entry level andthat assumed by the course designer should be identified To compensate for suchdifferences, the instructor is expected to delete from the course, or reduce the emphasis on,items dealing with knowledge or skills already attained by the trainees He should also identifyany academic knowledge, skills or technical training which they may not have acquired

By analysing the detailed syllabus and the academic knowledge required to allow training inthe technical area to proceed, the instructor can design an appropriate pre-entry course or,alternatively, insert the elements of academic knowledge required to support the technicaltraining elements concerned at appropriate points within the technical course

Adjustment of the course objective, scope and content may also be necessary if in yourmaritime industry the trainees completing the course are to undertake duties which differ fromthe course objectives specified in the model course

SPECIALIZED TRAINING FOR LIQUEFIED GAS TANKERS

Within the course plan the course designers have indicated their assessment of the time whichshould be allotted to each area of learning However, it must be appreciated that theseallocations are arbitrary and assume that the trainees have fully met all entry requirements ofthe course The instructor should therefore review these assessments and may need to re-allocate the time required to achieve each specific learning objective or training outcome

• Lesson plans

Having adjusted the course content to suit the trainee intake and any revision of the courseobjectives, the instructor should draw up lesson plans based on the detailed syllabus Thedetailed syllabus contains specific references to the textbooks or teaching material proposed

to be used in the course Where no adjustment has been found necessary in the learningobjectives of the detailed syllabus, the lesson plans may simply consist of the detailed syllabuswith keywords or other reminders added to assist the instructor in making his presentation ofthe material

• Presentation

The presentation of concepts and methodologies must be repeated in various ways until theinstructor is satisfied, by testing and evaluating the trainee's performance and achievements,that the trainee has attained each specific learning objective ortraining objective The syllabus

is laid out in learning objective format and each objective specifies what the trainee must be

able to do as the learning or training outcome Taken as a whole, these objectives aim to meet

the knowledge, understanding and proficiency specified in the appropriate tables of the STCWCode

Textbooks, technical papers, and

Other reference material

Thorough preparation is the key to successful implementation of the course IMO hasproduced a booklet entitled "Guidance on the implementation of IMO model courses", whichdeals with this aspect in greater detail

In certain cases, the requirements for some or all of the training in a subject are covered byanother IMO model course In these cases, the specific part of the STCW Code which applies

is given and the user is referred to the other model course

• Guidance for course developers and instructors

This specialised liquefied gas tanker training course comprises two main parts These areliquefied gas tanker safety and cargo operations

The first, liquefied gas tanker safety, covers the hazards involved in cargo operations and thesystems, equipment and constructional features of gas tankers that exist to control thehazards

Cargo operations covers loading and ballasting including the use of the inert gas system

These two aspects are necessarily interlinked One approach to achieving the standard ofcompetence is through properly supervised on board training Where this is the case, andsuitable records kept, then the extent of the training delivered in the specialised liquefied gastanker course may reflect this

Instructors should emphasise in their teaching the hazards involved in the operations on boardliquefied gas tankers They should explain, in as much detail as is necessary to ensure theseoperations are undertaken safely, the systems, equipment and constructional features thatexist to control those hazards

The lessons delivered during the course should be tailored to the needs of the trainees.Officers with extensive experience on board liquefied gas tankers and those that have receivedguided instruction on board may need less classroom teaching than those with simply theminimum sea experience on gas tankers generally

Instructors should keep in mind that some of the topics in this model course are alsointroduced in model course for the officer in charge of a watch in the function Controlling theOperation of the Ship and Care for the Persons on Board These topics may therefore betreated as a revision of earlier learning

Physical properties of vapours are covered in the Tanker Familiarisation model course and canalso be found in the basic physics of the officer in charge of a watch model course (for bothnavigation and marine engineering functions), therefore the basic physics in section 2.1 of thismodel course is a revision and extension of that training Similarly, entrants should havecompleted an approved shore-based fire-fighting course (STCW Regulation V/1, para 1) andhence the fire-fighting principles in section 3.4 are a very brief revision of this topic

Ship construction (section 5.1) and regulatory matters (section 4) are also covered in themodel course on officer in charge of a watch in the function Controlling the Operation of theShip and Care for the Persons on Board These topics may similarly be treated as a revision

of earlier learning

• Training and the STCW 1995 Convention

The standards of competence that have to be met by seafarers are defined in Part A of theSTCW Code in the Standards of Training, Certification and Watchkeeping for Seafarers

SPECIALIZED TRAINING FOR LIQUEFIED GAS TANKERS

Special training requirements for masters, chief engineer officers, chief mates, secondengineer officers and any person with immediate responsibility for loading, discharging andcare in transit or handling of cargo on liquefied gas tankers, are detailed in Section A-V/1 ofthe STCW Code This model course aims to provide a specialized training programmereferred to in paragraph 2.2 of regulation V/1, appropriate to those duties

For ease of reference, the course is divided into separate sections

Part A provides the framework for the course with its aims and objectives and notes on thesuggested teaching facilities and equipment A list of useful teaching aids, IMO referencesand textbooks is also included

Part B provides an outline of lectures, demonstrations and exercises for the course, togetherwith a suggested sequence and timetable From the teaching and learning point of view, it ismore important that the trainee achieves the minimum standard of competence defined in theSTCW Code than a strict timetable for each topic is followed Depending on their experienceand ability, some students will naturally take longer to become proficient in some topics than

in others

Part C gives the Detailed Teaching Syllabus This is based on the theoretical and practicalknowledge specified in the STCW Code It is presented in a logical sequence starting withbasic knowledge and information on chemistry and physics of gases, and liquefied gashazards, safety, pollution prevention, and concluding with inert gas systems and operations

Each subject area is covered by a series of required performances, in other words what thetrainee is expected to be able to do as a result of the teaching and training In this way theoverall required performance of knowledge, understanding and proficiency is met IMOreferences, textbook references and suggested teaching aids are included to assist the teacher

in designing lessons

Part D contains an Instructor Manual with additional explanations, an example lesson plan and

an example of a simulator exercise for instructors that may have access to a liquid cargohandling simulator

The Convention defines the minimum standards to be maintained in Part A of the STCW

Code Mandatory provisions concerning Training and Assessment are given in Section A-lIB

of the STCW Code These provisions cover: qualification of instructors; supervisors asassessors; in-service training; assessment of competence; and training and assessment within

an institution A corresponding Part B of the STCW Code contains non-mandatory guidance

on training and assessment

A separate IMO Model Course addresses Examination and Assessment of Competence Thiscourse explains the use of various methods for demonstrating competence and criteria forevaluating competence as tabulated in the STCW Code and may be helpful in developing anynecessary assessments

implemented may be as uniform as possible Validation in the context of this document means

that no grounds have been found to object to its content The Sub-Committee has not grantedits approval to the document, as it considers that this work must not be regarded as an officialinterpretation of the Convention

In reaching a decision in this regard, the Sub-Committee was guided by the advice of aValidation Group comprised of representatives designated by ILO and IMO

Provided they hold an appropriate certificate and are otherwise qualified in accordance withregulation V/1-2.2 of the International Convention on Standards of Training, Certification andWatchkeeping for Seafarers 1978, as amended 1995, those successfully completing thecourse should be able to take immediate responsibility for loading, discharging and care intransit or handling of cargo on liquefied gas tankers

Entry standards

This course is open to seafarers who have completed a shore-based fire-fighting trainingcourse1approved by the Administration, and who have relevant experience appropriate to theirduties on liquefied gas tankers, as stipulated in STCW regulation V/1, para 2.1, and sub-paragraphs 1.1 or 1.2 See chart on page 10

Course certificate

The specialized liquefied gas tanker training programme must be approved by theAdministration Masters and officers who are qualified in accordance with regulation V/1paragraphs 1 or 2 as appropriate, that is they have experience appropriate to their duties ontankers, and complete this training programme, shall be issued with an appropriate certificate

An existing certificate may be suitably endorsed by the issuing Administration

Course intake limitations

The number of trainees should not exceed 20, and practical training should be undertaken insmall groups of not more than four

Staff requirements

The instructor shall have appropriate training in instructional techniques and training methods(STCW Code A-I/6, para 7) It is recommended that all training and instruction is given byqualified personnel experienced in the handling and characteristics of gas cargoes and the

SPECIALIZED TRAINING FOR LIQUEFIED GAS TANKERS

Training facilities and equipment

Ordinary classroom facilities and an overhead projector are sufficient for most of the course.However, dedicated CBT modules to be run on an ordinary PC as well as exercises on anoperational, hands-on liquid cargo handling simulator, will greatly enhance the quality andresult of the course In such cases sufficient PCs for use by one or two trainees will berequired In addition, a video cassette player will be required if using videos in the teachingprogram

The following equipment should be available:

Resuscitator

Breathing apparatus

Portable oxygen meter

Portable combustible-gas detector

Portable interferometer

Portable toxic-gas detector

Chemical absorption tubes for toxic-gas detector (for benzene, carbon monoxide,hydrogen sulphide)

Tank evacuation equipment

Simulator-based training and assessment is not a mandatory requirementforthis liquefied gastanker training program However, it is widely recognized that well-designed lessons andexercises can improve the effectiveness of training and shorten training times compared totraditional methods

If using simulator-based training, instructors should ensure that the aims and objectives ofthese sessions are defined within the overall training program and that tasks are selected so

as to relate as closely as possible to shipboard tasks and practices Instructors should refer

to reference R2, Section A-I/12, Part 2

Teaching aids (A)

A1 Instructor Manual (Part D of the course)

A2 Overhead projector and diagrams in Appendix 1 to Instructor Manual

A3 Videos:

An Introduction to Liquefied Gas Carriers (Catalogue Code No 103)

Cargo Firefighting on Liquefied Gas Carriers (Catalogue Code No 254)

Portable Gas Detectors - A Breath of Fresh Air (Catalogue Code No 650)

Available from: Videotel Marine International Ltd

84 Newman StreetLondon W1 P 3LD, UKTel: +44 171 299 1800 Fax: +44 171 299 1818e-mail: mail@videotelmaiLcom

URL: www.videoteLco.uk

A4 CBT modules:

Inert Gas Generator

Flue Gas Generator

Available trom: Seagull A.S

Gamleveien 36, PO Box 1062N-3194 Horten, Norway

Tel: +47 33 047930 Fax:+47 33 046279e-mail: seagull @sgulLcom

URL: www.sgulLcom

Bibliography (B)

B1 SIGTTO, Liquefied Gas Handling Principles on Ships and in Terminals. 2nd ed

(London, Witherby Marine Publishing, 1996) (ISBN 1 85609-087 6)

B2 International Chamber of Shipping, Tanker Safety Guide (Liquefied Gas). 2nd ed

(London, Witherby Marine Publishing, 1996) (ISBN 0-906270-03-0)

B3 R Ffooks, Gas Carriers. 1st ed (London, Fairplay Publications Ltd., 1984) (ISBN

0-805045-52-1) [Out of Print 1999]

B4 T.W.V Woolcott, Liquefied Petroleum Gas TankerPractice. 2nd ed (Glasgow, Brown,

Son & Ferguson Ltd., 1987) (ISBN 0-85174-510-5)

B5 R.G.Wooler, Marine Transportation of LNG and Related Products. (Cambridge, MD,

Cornell Maritime Press Inc., 1975) (ISBN 0-87033-193-0)

B6 Drager- Tube Handbook. 11th ed (Drager Sicherheitstechnik GmbH, Revalstrasse

1, 0-23560 Lubeck, Germany 1998) (ISBN 3-926762-06-3)

B7 ICS/OCIMF SIGTTO, Ship to Ship Transfer Guide (Liquefied Gases) 2nd ed (London,

Witherby & Co Ltd., 1995) (ISBN 1-85609082 5)

B8 ICS, Guide to Helicopter/Ship Operations 3rd ed (London, Witherby &Co Ltd., 1989)

(ISBN 0-949691-44-1)

B9 SIGTTO/Guidelines on the Maintenance of Pressure Relief Valves on board Gas

Carriers (London, Witherby & Co Ltd., 1994) (ISBN 1-85609-099 X)

B10 Bureau Veritas Gas Carrier Safety Handbook. (London, LLP Limited, 1997) (ISBN

1-85978-109-8)

B11 SIGTTO/IACS Applications of Amendments to Gas Carrier Codes Concerning Type "C"

Cargo Tank Loading Limits (London, Witherby &Co Ltd., 1997) (ISBN 1-85609-125-2)

SPECIALIZED TRAINING FOR LIQUEFIED GAS TANKERS

Secondhand copies of out of print books may be available from the Warsash NauticalBookshop, 6 Dibles Road, Warsash, Southampton S031 9HZ, UK Tel: +44 1489572384,Fax: +44 1489885756 E-mail: orders@nauticalbooks.co.uk

URL: www.nauticalbooks.co.uk

IMO References (R)

R1 International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974)

Consolidated Edition 1997 (IMO-11 0)

R2 International Convention on Standards of Training, Certification and Watch keeping for

Seafarers, 1978/1995 (IMO-938)

R3 Code for Existing Ships Carrying Liquefied Gases in Bulk, as amended (IMO-788) and

its Supplement 1980 (IMO-791)

R4 Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk,

as amended (IMO-782)

R5 International Code for the Construction and Equipment of Ships Carrying Liquefied

Gases in Bulk (IGC Code), as amended (IMO-104)

R6 Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG), as

amended (IMO-251)

R7 MARPOL 73/78 Consolidated Edition, 1997 (IMO-520)

R8 MARPOL 73/78 Consolidated Edition, in which Regulations forthe Control of Pollution

by Noxious Liquid Substances in Bulk - Annex II (IMO-520)

R9 Code for the Equipment and Construction of Ships Carrying Dangerous Chemicals in

Bulk (BCH Code) (IMO-772)

R10 International Code for the Equipment and Construction of Ships Carrying Dangerous

Chemicals in Bulk (IBC Code) (IMO-100)

R11 International Safety Management Code (ISM Code) (IMO-186)

Details of distributors of IMO publications that maintain a permanent stock of all IMOpublications may be found on the IMO web site at http://www.imo.org

Part B: Course Outline and Timetable

Minimum Requirements for the Training of Masters and Officers on Liquefied Gas Tankers(STCW Chapter V, Regulation V/1, para 2)

(Hours)

Knowledge, understanding and proficiency Lectures, demonstrations

and practical work

1 Introduction

2.0

2 Chemistry and Physics (STCW Code, Section A-V/1 para 26)

2.1 Properties and characteristics of liquefied gases and their

4.0

4 Rules and Regulations (STCW Code, Section A-V/1 para 23)

SPECIALIZED TRAINING FOR LIQUEFIED GAS TANKERS

(Hours)

Knowledge, understanding and proficiency Lectures, demonstrations

and practical work

6 Cargo Handling Systems (STCW Code, Section A-V/1 para 30)

14.0

7 Safety (STCW Code, Section A-V/1 para 25, 29, 32)

8.5 Procedures for preparation for unloading and unloading* 2.0

10.5

9 Ship/Shore Interface (STCW Code, Section A-V/1 para 31) 1.0

10 Emergency Operations (STCW Code, Section A-V/1 para 30, 33,

Specialized Training for Liquefied Gas Tankers

Course Timetable - Example

(1 Y2 hours) (1 Y2 hours) Break (1 Y2 hours) (1 Y2 hours)

Physics

Regulations Cargo Containment Cargo Containment Cargo Containment

Systems

Operations

Teaching staff should note that timetables are suggestions only as regards sequence and length of time allocated

to each objective These factors may be adapted by lecturers to suit individual groups of trainees depending on their experience, ability, equipment and staff available for training.

SPECIALIZED TRAINING FOR UaUEFIED GAS TANKERS

Specialized Training for Liquefied Gas Tankers - Introduction

The detailed teaching syllabus is presented as a series of learning objectives The objective,therefore, describes what the trainee must do to demonstrate that the specified knowledge orskill has been transferred and competence achieved

Thus each training objective is supported by a number of related performance elements inwhich the trainee is expected to be proficient The teaching syllabus shows the requiredperformance required of the trainee in the tables that follow

In order to assist the instructor, references are shown to indicate IMO references andpublications, textbooks and teaching aids that instructors may wish to use in preparing andpresenting their lessons

The material listed in the course framework has been used to structure the detailed teachingsyllabus; in particular,

Teaching aids (indicated by A),

Bibliography (indicated by B), and

IMO reference (indicated by R)

will provide valuable infonnation to instructors The abbreviations used are:

The following are examples of the use of references:

"A 1" refers to the Instructor Manual in Part D of this model course;

"B1" refers to SIGTTO, Liquefied Gas Handling Principles on Ships and in Terminals;

"RT' refers to MARPOL 73na Consolidated Edition 1997

The aim of this model course is to ensure that on completion of training the candidate will meetthe minimum standard of competence to undertake duties on liquefied gas tankers inaccordance with Regulation V/1 paragraph 2.2 of STCW 1995 At the time of revising theSTCW Convention the competences required by masters and officers in connection withcargowork on tankers were not drafted in the form of Tables as were those for watchkeepers,for example, see Table A-II/1 The experience and training requirements for tanker mastersand officers were amended in 1994 and came into effect on 1 January 1996 With limited timeand resources available for drafting revisions to the Convention, it was decided to leave thissection essentially unchanged The theoretical and practical knowledge required for gastanker operations is specified in Section A-V/1 paragraphs 23-34

The following section illustrates how this training and practical knowledge, and the elements

in this model course, fit with the format of STCW standards of competence, grouped underdefined functions for a given level of responsibility

In this respect the training is based on the following functions, at the management level:

1 Cargo handling and stowage (STCW Code Table A-II/2)

2 Controlling the operation of the ship and care for persons on board (Table A-II/2, A-IiI/2)

1.2 Safely and efficiently perform the carriage of dangerous cargoes

2.1 Control trim, stability and stress

2.2 Monitor and control compliance with legislative requirements and measures to ensure safety of life at sea and the protection of the marine environment

Training outcome (as stated in Tables A-II/2, A-IiI/2)

The standard of knowledge, understanding and proficiency associated with the abovecompetences is therefore considered to be as tabulated below Note again that the text in

italics is added in the context of liquefied gas tanker operations.

1.1.1 Demonstrate a knowledge of and ability to apply relevant

international regulations, codes and standards concerning the safe handling and

transport of liquefied gas cargoes

1.1.2 Plan and execute liquefied gas tanker loading and unloading operations

1.1.3 Demonstrate a practical knowledge of liquefied gastankers and liquefied gastanker

operations

1.2.1 Demonstrate a knowledge of the carriage of dangerous, hazardous and harmful

cargoes; the precautions during loading and unloading and care during the voyage

- responsibilities under the relevant requirements of the International Convention for

the Safety of Life at Sea;

responsibilities under the International Convention for the Prevention of Pollutionfrom Ships as applicable to liquefied gas tankers; and

methods and aids to prevent pollution of the marine environment by liquefied gas

tankers.

The individual syllabus areas with training outcomes or objectives covered in Part C of thisSpecialized Liquefied Gas Tanker Training Programme may be listed as follows This textaims to show how the basic competences for planning, loading and carriage of liquefied gascargoes are addressed in this model course

The numbering of the sub-heading, for example 3.1 Hazards, follows the numbering employed

in Part C of this model course

1.1.1 Demonstrate a knowledge of and ability to apply relevant international regulations, codesand standards concerning the safe handling and transport of liquefied gas cargoes

3 Hazards

3.1 Health hazards

3.2 Reactivity

3.3 Flammability and explosion hazards

1.1.2 Plan and execute liquefied gas tanker loading and unloading operations

2.1.1 Demonstrate an understanding of the factors affecting trim, stability and stress as

applicable to liquefied gas tankers

6 Cargo Handling Systems

6.1 Tanks, piping and valves

6.2 Cargo ventilation system

6.3 Pumps and the unloading system

6.4 Heat exchangers

6.5 Reliquefaction systems and control of boil-off

6.6 Inert gas system

6.7 Instrumentation and auxiliary systems

9 Ship/Shore Interface

1.1.3 Demonstrate a practical knowledge of liquefied gas tankers and liquefied gas tanker

operations

5 Ship Design and Cargo Containment

5.1 Construction and equipment requirements

5.2 Ship arrangements

5.3 Cargo containment

5.4 Ship types and survival capability

8 Cargo Handling Operations

8.1 General cargo handling

8.2 Procedures for preparation for loading and unloading

8.3 Cargo measurement and calculation

8.4 Cargo condition maintenance on passage and in port

8.5 Procedures for preparation for unloading and unloading

8.6 Ballasting and deballasting

8.7 Procedures for changing cargoes and tank cleaning

1.2.1 Demonstrate a knowledge of the carriage of dangerous, hazardous and harmfulcargoes; the precautions during loading and unloading and care during the voyage

2 Chemistry and Physics

2.1 Properties and characteristics of liquefied gases and their vapours

2.2 Basic thermodynamic theory

2.3 Properties of single liquids

2.4 Nature and properties of solutions

3 Hazards

3.1 Health hazards

3.2 Reactivity

3.3 Flammability and explosion hazards

2.2.1 Demonstrate a knowledge of international maritime law embodied in international

agreements and conventions with special regard to:

responsibilities under the relevant requirements of the International Convention for theSafety of Life at Sea;

responsibilities under the International Convention for the Prevention of Pollution fromShips as applicable to liquefied gas tankers; and

methods and aids to prevent pollution of the marine environment by liquefied gas tankers

4 Rules and Regulations

4.1 International and national codes and regulations

4.2 Gas Carrier Codes

4.3 Certification and surveys

7 Safety

7.1 Tank atmosphere evaluation

7.2 Fire prevention and equipment

7.3 Pollution

7.4 Protective and safety equipment

SPECIALIZED TRAINING FOR LIQUEFIED GAS TANKERS

Knowledge, understanding and proficiency IMO Textbooks, Teaching

Reference Bibliography Aid

- the 1995 STCW Convention calls for mandatory minimum

requirements for training and qualification of masters,

officers and ratings on tankers

- the training is divided into two parts:

• Tanker familiarization course: a basic safety training

course for officers and ratings assigned specific duties and responsibilities relating to cargo and cargo equipment on tankers covering at least the syllabus in the STCW Code

Training can also be covered through at least three months of approved seagoing service

• A specialized liquefied gas tanker training programme

for masters, chief engineer officers, chief mates, senior engineer officers and any other person with invnediate responsibility for loading, discharging and care in transit or handing of cargo

In ddition such personnel must have completed the TaMer Familiarization course and have experience appropriate to their duties on liquefied gas tankers 2 states that the purpose of this course is to meet the

requirements for specialized training given in regulation

V/1-2.2 of the STCW Code

.3 states that officers and ratings on liquefied gas tankers Reg V/1

assigned specific duties and responsibilities shall have pa 1

completed an approved shore-based fire-fighting course

Required performance:

1.2 Production of liquefied gas (1 hour) STCW Code B1-Pa 1.2 A1-Pa.1.2

Knowledge, understanding and proficiency IMO Textbooks, Teaching

Reference Bibliography Aid 5 explains the sources, use and the general production

process of LPG

.6 explains, generally, the sources and uses of the most

common chemical gases.

Required performance:

1.3 Sea transport of liquefied gas (0.5 hour) STCW Code 82 A1-pa.1.3A2-Figs 1.5

.2 explains pressurized carriage

.3 explains refrigerated carriage

.4 lists the most common cargoes and the conditions for their

carriage

.5 describes cargo-containment systems for pressurized and

refrigerated carriage

.6 with the aid of diagram and drawings, identifies and

describes the different ship types for carriage of liquefied

2.1 Properties and characteristics of liquefied

gases and their vapours (2 hours)

.1 defines, in general terms, a liquefied gas

.2 states the definition of a liquefied gas according to IMO Gas

R5-pa 1.1.1 Carrier Codes

.3 states that most liquefied gas cargoes are hydrocarbons

.4 states that a hydrocarbon molecule is characterized by the

presence of carbon and hydrogen atoms in various

arrangements

.5 states that hydrocarbons with up to four carbon atoms in A2-Fig 2.1their molecules are gaseous at ambient temperature and

pressure

.6 states the hydrocarbons with from 5 to 20 carbon atoms are

liquids at ambient conditions

.7 states that hydrocarbons with more than 20 carbon atoms in

their molecules are solids at ambient conditions

.8 explains a saturated hydrocarbon molecule with the aid of a

A2-Fig 2.2 molecular structure diagram

SPECIAUZED TRAINING FOR UaUEFIED GAS TANKERS

Knowledge,u~nding andproficiency IMO Textbooks,

Teaching Reference Bibliography Aid

.10 explains an unsaturated hydrocarbon molecule with the aid

A2-Fig 2.3

of a molecular structure diagram

.11 lists typical liquefied gas cargoes that are unsaturated

hydrocarbons

.12 states that the third group of liquefied gas cargoes is the 81

chemical gases

.13 states that chemical gases are characterized by the

presence of atoms other than carbon and hydrogen in their

molecular structure

.14 explains a typical chemical gas molecule with the aid of a

A2-Fig 2.4 molecular structure diagram

.15 lists typical liquefied gas cargoes that are chemical gases

.16 states that saturated hydrocarbons, e.g methane, ethane,

propane and butane, are colourless and odourless

.17 states that liquefied gas cargoes of this type are normally

-stenche<f' to assist detection

.18 slate that stenching is done by adding sulphur compounds,

such as mercaptans as odorizers prior to sale and/or

ttallSJ)Ort

.19 staleS that unsaturated hydrocaIbonS are more vulnerable

and -u.DIabIe- than the saturated hydrocarbons

.20 states that most chemical gases are chemically reactive

.21 explains dewpoint

.22 states that some liquefied gas cargoes that are ·unstable" or

reactive may be stabilized by adding an inhibitor prior to sale

and/or transport

.23 states that most inhibitors are highly toxic

.24 states that inhibitors may not boil off with the cargo, and that

the cargo vapour may therefore be uninhibited

.25 states that cargo officers should ensure that, if a cargo must R5-Pa.17.8

be inhibited for transport, an inhibitor certificate is received

from the terminal or shipper prior to departure

.26 describes generally the content of an inhibitor certificate A2-Fig 2.5.27 states that there are no inhibitors for some reactive cargoes 82

.28 states that these cargoes will have to be transported under

positive pressure of inert gas with an oxygen concentration

of 0.2 per cent or less by volume.

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Required performance:

2.2 Basic thermodynamic theory (1.5hours) 82 A1-pa.2.2

.6 explains the relationship between pressure and boiling point A2-Fig 2.9 7 defines the critical temperature, the critical pressure and the 81

critical point of a gas

.8 explains the relationship between temperature and enthalpy A2-Fig 2.8for the various states of aggregation

.10 names and explains the different curves and lines of a 82 A2-Fig.2.10 Mollier diagram

.11 explains the first and second laws of thermodynamics

.12 explains the gas laws and states their limitation in practical A2-Figs.

.13 defines the general gas equation and states its limitation in

practical use

.14 explains Dalton's law

.15 explains Joule's law

.16 explains Avogadro's law

Required performance:

2.3 Properties of single liquids (1hour) A 1-pa 2.3

.2 explains density of gases

.3 explains density of vapours

.4 explains variations of density with temperature

.6 explains variations of vapour pressure with temperature

.7 explains, with the aid of a pressure-temperature-density

A2-Fig diagram for a common liquefied gas cargo, the relationship

2.16C between vapour pressure, temperature and the densities of

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.8 explains the physical data for a common liquefied gas cargo A2-Fig.

Required performance:

2.4 Nature and properties of solutions (1 hour) A1-pa.2.4 1 describes diffusion and mixing of gases

.2 describes solubility of gases in liquids

.3 describes miscibility between liquids and the effects of 81

temperature on miscibility

.4 explains vapour pressure of solutions

.5 explains densities of solutions

.6 explains the variation in dewpoints and the effects of low

temperatures

.7 describes the phenomenon of "roll-over" 82

.8 slates that LPG cargoes may be mixtures of different

liquefied petroleum gases

.9 slates that such cargoes are referred to as "LPG-mix"

.10 sIaIes that the mixing may be done in shore tanks or in

ship's tanks

.11 explains an equiliMium diagram for LPG mixture 81

.12 calculates the saturated vapour pressure of a mixture of

liquids at a given temperature - given the quantity of each

liquid in the solution

Sec A-V/1

pa 27, 32

Required performance:

.1 states that the health hazards of liquefied gases are their

toxicity, oxygen deficiency and low temperatures

.2 describes modes by which liquefied gas cargoes and their

vapours may be toxic

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.7 lists and describes the criteria by which toxicity is

measured and expressed

81

.11 explains chemical burns and lists cargoes caustic to human

skin

.12 explains information given in the "health data column" of the 82 A2-Fig 2.16A ICS Cargo Data Sheet

Required performance:

3.2 First-aid treatment (1 hour) R6 82 A 1-pa 10.4

.1 states that first-aid procedures for accidents involving cargo

are given in the rcsCargo Data Sheets

.2 states that liquefied gas tankers carrying toxic cargoes

should have medical first-aid equipment for accidents

involving those cargoes on board

.3 states that this equipment includes oxygen resuscitation

equipment and antidotes for the products to be carried

.4 states that the master or responsible officer should be

familiar with the use of medical first-aid equipment

.5 states that professional medical treatment should always be

sought in cases where casualties have been overcome by

toxic and/or irritant vapours

.6 states the importance of labelling a patient before removal

from the vessel

.7 states that the IMO Medical First Aid Guide for Use in

Accidents Involving Dangerous Goods (MFAG) gives

information regarding medical treatment

.8 explains that the MFAG gives detailed information about

signs and symptoms, first aid and the administering of

ways, such as:

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.2 explains self-reaction and lists gas cargoes that may

self-react

.3 states precautions against self-reaction

.4 explains reaction with air and lists gas cargoes that may

react with air

.5 states precautions against reaction with air

.6 explains reaction with water and lists gas cargoes which

may react with water

.7 states common precautions against reaction with water

.8 explains cargo compatibility and lists gas cargoes that are

incompatible

.9 states precautions against mixing of incompatible cargoes

R5-pa 18.2

.10 explains that some gas cargoes may react with materials

and substances such as:

- tank material

- gaskets

- cargo hoses

- inert gas

- cargo compressor oils

- cargo pump seal oils

.11 states precautions against the reactions listed under

82 objective 3.2.10

.12 states that reactivity data for each liquefied gas cargo are

given in the ICS Cargo Data Sheets

2.168

Required perfonnance:

3.4 Flammability and explosion hazards (1 hour) 81 A 1-pa 3.3A2-Figs 3.1 ,

.1 states that most liquefied gas cargoes are flammable

3.4, 2.16A & 2.160 2 states that it is not liquids, but the vapours emitted from

them, that bum

.3 states that liquefied gas cargoes are carried at or close to

their boiling point and give off vapours readily

.4 states that flammable vapours can ignite and will bum when

mixed in certain proportions with air

.5 states that certain cargo vapours can burn, if ignited, without

being mixed with air

.6 defines 'flash point' and describes ways of determining it

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.8 states that combustion is a chemical reaction, and describes

the process of burning of hydrocarbons

.9 explains 'flammable range', and defines the lEl and the

UEl

.10 explains that the flammable range will be different for

different cargoes

.11 explains a flammability chart

.12 explains the effect of increasing the decreasing the

proportion of oxygen on the flammable limits

.13 states that fire and explosion data for each liquefied gas 82 App

cargo are given in the ICS Cargo Data Sheets

Required performance:

.1 states that no hot work is to be carried out unless a 'permit

to work' is issued

.2 states that hot work includes the use of power tools

Rules and Regulations (1.5hours)

.1 states that shipping activities are of international concern

and that the international forum for maritime and, therefore,

shipping matters is IMO

.2 states that the IMO has drawn up conventions which affect

ships

.3 states that the conventions directly affecting ships and

shipping activities are the Conventions SOlAS 1974,

MAR POL 73/78 and STCW as amended in 1995

.4 defines 'SOLAS 1974' as the International Convention for R1

the Safety of Life at Sea, 1974

.5 defines 'MARPOl 73/78' as the International Convention for R7,R8

the Prevention of Pollution from Ships, 1973/1978

.6 defines 'STCW 1995' as the International Convention on R2

Standards of Training, Certification and Watch keeping for

Seafarers, 1995

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.7 states that countries which are Party to the above

Conventions have the provisions of those Conventions

incorporated into their national laws and regulations

.8 states that all liquefied gas tankers and their personnel are

affected by SO LAS 1974, MARPOL 73178and STCW 1995,

either through their own national laws or through laws of the

port State

.9 states that a Safety Management System in compliance with R1-Ch IX,

the ISM Code must be in place on board all gas carriers of R11 A3

500 gt and upwards

Required performance:

4.2 Gas Carrier Codes (0.5hour)

.1 states that, in order to provide an intemational standard for B1 A 1-pa 4.2the safe carriage of liquefied gases (and certain other A2-Figs 4.1 Asubstances) in bulk by ships, IMO has developed the Gas &4.1BCarner Codes

.2 defines the Codes referred to in objective 4.2.1 as:

- Intemational Code for the Construction and Equipment RS

of Ships Carrying Liquefied Gases in Bulk (IGC Code)

- Code for the Construction and Equipment of Ships R4

Carrying Liquefied Gases in Bulk

- Code for Existing Ships Carrying Liquefied Gases in R3

Bulk 3 states that the year of construction of a gas tanker

determines which Code the ship must comply with

.4 states that the Codes recommend suitable design criteria,

construction standards and other safety measures for ships

transporting liquefied gases and certain other substances in

bulk

.5 states that "certain other substances", referred to under

objectives 4.2.1 and 4.2.4, are liquid cargoes not defined as

liquefied gases but which are transported as bulk cargo on

gas tankers

.6 states that these cargoes are also listed in chapter 19 of the

Codes

.7 states that liquefied gas tankers may have to comply with

the Gas Carrier Codes, either through their national laws or

through laws of the port States

.8 states that port State authorities may verify compliance with

the IMO conventions and codes

.9 states that a ship which is constructed for carriage of both RS-pa 1.1.5

liquefied gases and chemicals in bulk must comply with the

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Required performance:

4.3 Certification and surveys (0.5 hour) B1 A 1-pa 4.3

.1 states that compliance with the structural requirements of R1-Reg.I/12

SOlAS 1974 is certified by means of the Cargo Ship Safety

Construction Certificate

.2 states that compliance with the equipment requirements of

SOlAS 1974 is certified by means of the Cargo Ship Safety

Equipment Certificate and the Cargo Ship Safety Radio

Certificate

.3 states that all liquefied gas tankers which comply with the R5-pa 1.5.4

requirements with regard to their structure, equipment,

fittings, arrangements and materials as set out in the Gas

Carrier Codes are certified by means of the Certificate of

Fitness for the Carriage of Liquefied Gases in Bulk

.4 states that all liquefied gas tankers which also carry

dangerous chemicals are, in addition to the certificate

referred to under 4.3.3, issued with a Certificate of Fitness

for the Carriage of Dangerous Chemicals in Bulk

.5 states that compliance with the construction and equipment R7 -App 2

requirements of Annex 1 of MARPOl 73/78 is certified by

means of the International Oil Pollution Prevention (IOPP)

Certificate with its supplement A

.6 states that a liquefied gas tanker carrying oil products must R7-App.2

be issued with an 10PP Certificate with supplement B; if, in R8-App 1,

addition, it carries noxious liquid substances in bulk, it must App.5

be issued with an International Pollution Prevention

Certificate for the Carriage of Noxious Liquid Substances in

Bulk (NlS), unless already issued with a Certificate of

Fitness for the Carriage of Dangerous Chemicals in Bulk

.7 states that the flag State is responsible for surveying of R5-pa 1.5.1

ships and for issuing certificates

.8 states that the flag State may appoint other agencies or

classification societies to carry out surveys and to issue the

certificates on its behalf

.9 states that every ship should be surveyed according to its

certification, and at intervals specified by the flag State

.10 states that it is the responsibility of the master to keep the

certificates valid and to call in survey officers of the flag

State prior to the end of the certificate's period of validity

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international standard for the design, construction and

equipment of gas tankers to minimize the risk to the ship, to

its crew and to the environment

.2 states that chapter 19 of these Codes gives a summary of

minimum requirements for ships carrying liquefied gases

and certain other substances covered by the Codes

.3 states that a product listed in chapter 19 and marked with an

asterisk is also covered by the Bulk Chemicals code

.4 states that chapter 19 lists:

- all products covered by the Gas Carrier Codes

- the products' UN numbers, which are intended for

information only

- the minimum ship type requirement

- cargoes requiring an independent tank of type C

- cargoes requiring special environmental control

- vapour-detection requirement

- types of gauging required

- special requirements additional to the general

requirements of the IMO Gas Carrier Codes

Required performance:

5.2 Ship arrangements (1.5 hours) R5-Ch.3 B1 A 1-pa 5.2

B2 1 states that the cargo area has to be segregated from other

parts of the ship

.2 states that cargo handling systems must be completely

separate from accommodation spaces, machinery spaces

and other gas-safe spaces

.3 describes gas-dangerous spaces as:

A2-Fig 5.2

- spaces in the cargo area which are not arranged or

equipped in an approved manner to ensure that their

atmosphere is at all times maintained in a gas-safe

condition

- enclosed spaces outside the cargo area through which

any piping containing liquid or gaseous products

passes, or within which such piping terminates, unless

approved arrangements are installed to prevent any

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- cargo-containment systems an cargo piping

- hold spaces

- spaces separated from a hold space by a single

gastight steel boundary where cargo is carried in a

cargo-containment system requiring a secondary barrier

- cargo pump-rooms and cargo compressor rooms

- a zone on the open deck, or a semi-enclosed space on

the open deck, within 3 metres of any cargo tank outlet,

gas or vapour outlet, cargo pipe flange or cargo valve or

of entrances and ventilation openings to cargo

pump-rooms and cargo compressor rooms

- the open deck over cargo areas and 3 metres forward

and aft of the cargo areas on the open deck up to a

height of 2.4 metres above the weather deck

- zones within 2.4 metres of the outer surface of a

cargo-containment system where such surface is exposed to

the weather

- enclosed or semi-enclosed spaces in which pipes

containing products are located A space which

contains approved gas-detection equipment or a space

in which boil-off gas is utilized as fuel and which has

been approved by the Administration is not considered

a gas-dangerous space in this context

- a compartment for cargo hoses

- enclosed or semi-enclosed spaces having a direct

opening into any gas-dangerous space or zone

.5 states that a safe space is a space other than a

gas-dangerous space

.6 states that air intakes for accommodation, service and

machinery spaces and control stations have to be at a

minimum distance from ventilation outlets of gas-dangerous

spaces

.7 states that access to accommodation or engine-room has to

be at a minimum distance of 3 metres from the forward

boundary division of accommodation

.8 states that windows and side scuttles facing the cargo area

and on the sides of the deck-houses within a distance of 3

metres should be of the fixed (non-opening) type

.9 states that wheelhouse windows and wheelhouse doors may

be located within a distance of 3 metres from the forward

boundary division so long as they are so designed that a

rapid and efficient gas- and vapour-tightening of the

wheelhouse can be ensured

.10 states that all air intakes and openings into accommodation

spaces, service spaces and control stations should be fitted

with closing devices

.11 states that access from a gas-dangerous zone on the open

weather deck to a gas-safe space has to be via an airlock A2-Fig 5.3

.14 states that an audible and visual alarm system should be

provided which will give a warning on both sides of the

airlock if more than one door is moved from the closed

position

.15 states that gas-safe spaces within the cargo area should be

fitted with a mechanical ventilation system of the

positive-pressure type

.16 states that, when this overpressure is lost, all electrical

equipment not certified as electrically safe should be

de-energized

.17 states that all cargo compressor rooms, pump-rooms and

control rooms considered to be gas-dangerous spaces

should be fitted with a mechanical ventilation system of the

negative-pressure type

.18 states that electrical motors driving fans should be placed

outside the ventilation ducts

.19 states that ventilation fans should be of non-sparking

construction and that spare parts should be carried for each

type of fan on board

.20 states that protection screens of not more than 13 mm

square mesh should be fitted in outside openings of

ventilation ducts

.21 states that the use of segregation, separation and airlocks is

fundamental to the safety of the gas tanker

Required performance:

5.3 Cargo containment (1.5 hours)

.1 lists the five main categories of cargo-containment systems

- internal insulation tanks

.2 states that the following parameters must be taken into

consideration when designing and constructing a

cargo-containment system:

- thermal stress, expansion and contraction

- stress caused by the vapour pressure and the weight of

liquid

- stress caused by sloshing

- type and thickness of tank material

A2-Figs 5.5

83

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- types and thickness of insulation material

- method of tank support

- Gaz Transport membrane tanks

- Technigaz membrane tanks

- independent tanks of type A (LPG)

- independent tanks of type A (Conch)

- independent tanks of type 8 (Kvaerner-Moss/Moss

Rosenberg)

- independent tanks of type C

- internal insulation tanks

the hazard rating of the cargoes to be carried

.2 states that a ship of type 1G is a gas tanker intended for the

transportation of products considered to present the greatest

overall hazards and that types 2G, 2PG and 3G are for

products of progressively lesser hazards

.3 states that type 1G ships are required for highly hazardous

cargoes such as chlorine

.4 states that the most common cargoes, such as LNG,

ethylene and LPG, have to be carried in type 2G or type

2PG ships

.5 states the type 3G ships are permitted to carry only liquid

nitrogen and refrigerant gases

.6 states that the background for IMO's grouping of ships types

is the ship's capability to survive d_amage caused by collision

and stranding together with the location of the cargo tank in

relation to side and bottom damage

.7 states that the assumed maximum extent of damage caused

by collision and stranding is specified in the Codes

.8 states that ships subject to the Codes should be capable of

surviving a specified extent of damage in a condition of

stable equilibrium satisfying the criteria specified by IMO

.9 states that a ship of type 1G should be assumed to sustain

damage anywhere in its length

.10 states that a ship of type 2G, 2PG or 3G, depending on its

length, should be assumed to survive damage within a

specified area of the ship's length

.13 states that on ships of type 1G, cargo tanks should be

located not less than 8/5 or 11.5 metres, whichever is the

lesser, from the ship's side, measured at right angles to the

centreline at the level of the summer load line

6 Cargo Handling Systems (14 hours) STCW CodeSec A-V/1 8189 A1-pa.6.1A2-Figs 6.1

Required performance:

6.1 Tanks, piping and valves (2 hours) R5-pa 3.1 5

.1 describes generally liquid and vapour piping requirements

.2 describes the commonly found fixed piping arrangements in

a cargo tank

.3 describes generally a cargo piping arrangement

.4 states that spool-pieces are used in cargo pipelines:

- to ensure segregation of incompatible cargoes

- to ensure complete separation from other systems

- to connect separated systems

.5 describes cargo-separation arrangements

.6 states that a remotely operated shutoff valve should be

provided at each liquid and vapour crossover

.7 states that in the case of cargo tanks with a MARVS of

R5-greater than 0.7 bar, all liquid and vapour connections (with pa 5.6.1.2

the exception of safety relief valves and liquid level gauging

devices) should be equipped with a manually operated

stop-valve and a remotely operated shutoff stop-valve

.8 states that in the case of cargo tanks with a MARVS not

R5-exceeding 0.7 bar, all liquid and vapour connections (with pa.5.6.1.1

the exception of safety relief valves and liquid level gauging

devices) should be equipped with a manually or

remotely/manually operated shutoff valve

.9 states that when activating an emergency shutdown system

remotely operated valves close and cargo pumps and

compressors stop automatically

.10 states that commonly used valve types on gas tankers are:

- ball valves

- globe valves

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Reference Bibliography Aid 11 describes generally the design of these valves

.12 states that strainers are commonly installed in the cargo

piping system to protect the cargo-handling plant and

equipment from damage by foreign objects

.13 states that there are two different types of cargo hoses

- the composite construction

- the stainless-steel construction

.14 describes generally the construction and use of the different

cargo hoses

.15 states requirements, maintenance and correct handling of R5-pa 5.7 82

cargo hoses

Required performance:

6.2 Cargo ventilation system (1.5 hours) R5-Ch 8 81 A 1-pa 6.2

.2 states that all tanks, equipment and piping which may be full

of liquid when isolated should be provided with a

pressure-relief device to prevent damage

.3 states that spaces and vapour lines which may be subjected

to pressures beyond their design capabilities should also be

provided with pressure-relief devices

.4 states that each cargo tank with a volume exceeding 20 m 3

should be fitted with at least two pressure-relief valves

.5 states that pilot-operated relief valves are commonly used

as pressure-relief valves for cargo tanks

.6 describes generally the operating principle of a

pilot-operated safety relief valve

.7 states that spring-loaded relief valves are commonly used in

cargo pipelines, plant components and smaller cargo tanks

.8 describes generally the operating principle of a

spring-loaded safety relief valve

.9 states the pilot-operated relief valves allow variable relief

settings (set points) to be made without breaking the seal

.10 states that this is done by changing the setter or pilot

.11 explains the purpose of changing the set point of a safety

relief valve on cargo tanks

.12 states that changing the settings of relief valves should be

carried out under the supervision of the master in

accordance with procedures approved by the Administration

and specified in the ship's operation manual

.15 lists general precautions regarding the handling of safety 82

relief valves

.16 states that cargo tanks designed to withstand a maximum

external pressure differential not exceeding 0.25 bar, or

tanks which cannot withstand the maximum external

pressure differential that can be attained by a

cargo-handling operation, should be fitted with a

vacuum-protection system

.17 states that the vacuum-protection system that is normally

used consists of two independent pressure switches which

first activate an alarm and subsequently stop all

cargo-handling operations that may lead to reduced pressure in

the cargo tank

.19 states that it is important to keep protection and flame

screens clean

.20 states that vent masts and piping should be drained

frequently

.21 states that vent masts are fitted with arrangements for

snuffing out flames by means of CO 2 steam or inert gas

.22 states that cargo liquid should never be led directly to the

vent mast as this could overpressure the system and cause

tankers are of the centrifugal type

.2 explains why these pumps are either submerged or deepwell

types on refrigerated gas tankers

.3 explains why cargo pumps may be mounted on deck on fully

pressurized ships

.4 describes the construction of a deepwell pump

.5 describes the construction of a submerged pump

.6 describes additional arrangements for alternative unloading

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.7 describes the operating principle of an eductor

.8 describes the operating principle of a centrifugal pump

.9 lists benefits of using the centrifugal pump as the main

cargo pump as:

- simple construction

- no valves in the pump

- relatively small size because the pump can operate at

high speed

- continuous pumping and thereby no pulsation

- no damage to the pump if the shutoff valve is closed

.10 lists drawbacks of using a centrifugal pump as the main 81

cargo pump as:

- difficulty of constructing a pump with a high differential

pressure per stage

- high efficiency within a limited field

- normally not being self-priming

- backflow through the pump when it is stopped

- difficulty of pumping high-viscosity liquids

.11 explains how actual drawbacks are overcome

.12 states that normally every cargo pump is supplied with a

graph describing:

- the pump's performance

- the pump's efficiency

- the pump's power consumption

- the pump's NPSH

.13 states that this graph is based on a shop test

.14 explains "total head"

.15 explains the benefits of showing the pump's capacity as a

function of the total head

.16 explains "design point"

- the pressure in the cargo tank

- the liquid level

- the cargo's vapour pressure

.21 describes the effect of cavitation

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.22 states that an inducer improves the pump's suction

condition

.23 explains how a combined pump characteristic is constructed 81

when running pumps in parallel at the same suction and

discharge condition

.24 explains how a combined pump characteristic is constructed

when running pumps in series at the same suction and

discharge condition

.25 states that at normal back-pressure the cargo pumps run in

parallel

.26 states that at high back-pressure the cargo pumps run in

series with booster pumps

.27 states that the actual discharge rate depends on:

- the pressure in the shore tank

- the static back-pressure

- the dynamic back-pressure

.28 explains "static back-pressure"

.29 explains "dynamic back-pressure"

.30 explains the factors influencing dynamic back-pressure

.31 derives the discharge rate of the pump, using a Q-Hcurve 81

and a system head curve

.32 described methods of automatic control and protection of

cargo pumps

.33 describes correct and safe handling of a deepwell pump 82

.34 describes correct and safe handling of a submerged pump

.35 describes correct and safe handling of a booster pump

- heaters of liquid cargo

- vaporizers for liquid cargo or liquid nitrogen

- driers of air and inert gas

- coolers for lubricating oil and glycol

- condensers and intercoolers in a reliquefaction plant

.2 states that when discharging refrigerated cargoes into

pressurized shore tanks it is frequently necessary to heat

the cargo in a cargo heater because the shore tanks and

piping materials are not designed for low temperatures